Valve mechanism



N0. 752,471. PATENTED FEB; 16, 1904.

' M. SGHILDE.

VALVE MECHANISM.

APPLIOATION FILED APR. 2, 1903.

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WITNESSES.

N0. 752,471. PATENTED FEB, 16, 1904. v M. SGHILDB. VALVE MECHANISM.

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'PATENTED FEB. 16, 1904.

No. 752,471. r

v M. SGHILDE.

ALVE MECHANISM. APPLICATION FILED APR. 2. 1903.

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Patented February 16, 1904.

UNITED ST 'rnsPATENT OFFICE.

MARTIN SOHILDE, OF NEW ORLEANS, LOUISIANA.

VALVE MECHANISM.

SPECIFICATION forming part of Letters Patent N0. 7 52,4=7 1, dated February 16, 1904.

Application filed April 2, 1903. Serial No. 150,731- (No modeLJ To all whom-it may concern.-

Be it known that I, MARTDI Somme, a citi zen of the United States, and a resident of New Orleans, in the parish of Orleans and State of Louisiana, have invented a new and Improved Valve Mechanism, of which the following is a full, clear, and exact description. 1

The invention relates to locomotive-engines;

and its object is to provide a new and improved valve mechanism arranged to allow using the motive agent on both ends of the engine for starting purposes or on either end of each cylinder only when running either forward or backward to insure a saving in motive agent and fuel without an appreciable decrease in the power. Y

The invention consists of novel features and parts and combinations of the same, as will. be more fully described hereinafter and then pointed out in theclaims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corre-. sponding parts in all the views. 7

Figure 1 is a side elevation of a locomotive provided with the improvement. Fig. 2 is an enlarged longitudinal sectional elevation of the improvement, showing the shiftable valveseat in position for admitting live motive agent to both ends of the cylinder when starting the engine. showing the valve-seat shifted to admit live motive agent tot-he rear end of the cylinder only while running in a forward direction. Fig. 4 is a similar view of the same, showing the valve-seat in position for admitting the motive agent to the forward end of the cylin- Fig. 3 is a like .view of the same,

by a connecting-rod F with a rear driver F at the wrist or crank pins E and E, as plainly nected by a link J with a lever K,also under the control of the engineer in the cab of the locomotive, to enable the engineer to shift the said valve-seat Gr either to the central position (shown in Fig. 2) whenever it is desired to take steam in the ordinary way at both ends of the cylinder at the time the engine is started, or to enable the engineer to shift the said valve-seat G into the position shown in Fig. 3, so that steam is admitted to the rear end of'the cylinder A only at the time the locomotive is running in a forward direction and while the wrist or crank pin E travels in the upper half of the driver F, (see Fig. 5,) or to enable the engineer to move the said valve-seat Gr into the position shown in Fig. 4 to take steam only at the forward end of the cylinder at the time the locomotive is running backward and the wrist or crank pin E travels in the upper half of the driver F.

For the purposes above described the valveseat G is provided at or near its middle with an exhaust-port 03, adapted to register with the exhaust-port c at the time the valve-seat G is in its middle or normal positiomas indicated in Fig. 2. On opposite sides of this exhaust-port d are arranged live-steam-admisjsion ports 6 and f in register with the cylinder-ports a and b at the time the valve-seat G %is in the normal position, (shown in Fig.v 2;)

but when the valve-seat G is shifted to the position shown in Fig. 3 then the port f is in register with the port a, while the other port,

e, is not in use. When the valve-seat G is IOO the port e is in register with the cylinder admission-port d. In the ends of the valve seat G and spaced from-the ports-e and fare arranged L-shaped auxiliary exhaust-ports g and it, not inuse when the valve-seat G is-in the central position, (shown in Fig. 2;) but when the said valve-seat G is shifted to the position shown in Fig. 3 then the auxiliary exhaust-port h registers with both ports I) and and with a cavity t' in the under side of the slide-valve H, and when the valve-seat G is shifted to the position shown in Fig. A then the auxiliary exhaust-port g connects the ports a and c with each other and is also in register with the cavity i.

Now by reference to Fig. 2 it will be seen that when the valve-seat G is in a central position steam is admitted from the steam-chest A to the ends of the cylinder A in the usual manner on the'reciprocation of the slide-valve H, actuated in the usual manner from the link mechanism under the control of the engineer. After the engine is started and is running in a forward direction then the engineer swings the lever K rearwardly to the left, so as to move the valve-seat G into the position shown in Fig. 3, and the live motive agent is now only admitted to the rear end of the cylinder A by way of the ports'f'and 4 whenever the slide-valve H uncovers the port f. Now the piston B is forced forward only by the live motive agent passing into'the rear end of the cylinder A at the time the wrist-pin E travels in the upper half of the driver F. The

forward end of the cylinder is connected by way of the ports 6 and it with the exhaustport 0 during both the forward and backward stroke of the piston B, and hence when the piston moves forward compression of air in the forward end of the cylinder is prevented, and when the piston B is on the return stroke then the slide-valve H has shifted to such a position as to connect the port f with the port it by its cavity i, so that both ends of the cylinder are now connected with the exhaustport 0 for the steam to escape from the rear end of the cylinder and for air or steam to pass into the forward end of the cylinder to prevent the formation of a vacuum therein.

When the locomotive is running backward, the engineer moves the lever K into a forward position, so that the valve-seat G is shifted to the position shown in Fig. 4, and the live motive agent in the steam-chest A now passes through the ports e and b and into the forward end of the cylinder Ato push the piston B backward therein at the time the wrist-pin E travels in the upper half of the driver F. The slide-valve H in its travel over the valve-seat G alternately uncovers the port 6 for the admission of steam and connects the,

said port 6 with the port g by way of the cavity t, so that when the piston B is on the return stroke in a forward direction then both ends of the cylinder are connected with the exhaust-port c to allow escape of the exhauststeam from the forward end of the cylinder and -t0 allow'the rear end of the cylinder to fill with a fluid to prevent a vacuum therein during the return stroke of the piston. Now when the locomotive is running in a forward direction and the valve-seat G is in the position shown in Fig. 3then the power of the motive agent is transmitted to the wrist-pin E only at the time the wrist-pin travels forward in the upper half of the driver F, and during the time the wrist-pin E travels in the lower half of the said driver the motive agent is shut off, and consequently the power exerted in arearward direction on the said wristpin, and consequently on the locomotive, is dispensed with. In a like mannerwhen the locomotive is running rearward and the valveseat G is in the position shown in Fig. 4 a like saving of power is obtained, as the cylinder takes steam only at one end and during the time the wrist-pin E travels backward in the upper half of the driver F.

From the foregoing it will be seen that in general running of the locomotive the m0- tive agent is at all times shut off, while the wrist-pins of the drivers travel in the lower portion of the drivers, and the power is only applied when the wrist-pins travel in the upper half of the drivers, whether the locomotive is moving forward or backward.

It is understood that both sides of the locomotive are alike and controlled simultaneously from the same lever K.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. A locomotive-engine having a valve mechanism provided with a member under the control of the engineer and shiftable from a main to twoauxiliary positions; the said member having ports adapted to register with the cylinder-ports when in the main or auxiliary positions, to admit the motive agent either to both ends of each cylinder alternately or to either end only, as set forth.

2. In a locomotive-engine, the combination of the following instrumentalities: the drivers, the engine-cylinders, the pistons therein, the connections between the pistons and the drivers, the steam-chest, the slide-valves therein, mechanisms for actuating the slide-valves,

'shiftable valve-seats interposed between the the engineer for shifting the said valve-seats from central positions into end positions, for admitting the live motive agent either to both ends of the cylinders or to either end only, as set forth.

3. A locomotive-engine having a manuallycontrolled valve-seat interposed between a slide-valve and a face for cylinder-ports, the

said valve-seat having three sets of ports adapted to register with the cylinder-ports, to admit the live motive agent either to both ends of the cylinder or to either end only, as set forth.

4. A locomotive-engine having a manuallycontrolled valve seat interposed between a slide-valve and the face of cylinder-ports, the said valve-seat having a central exhaust-port for register with'a cylinder exhaust-port, livesteam-admission ports on the sides of the said central exhaust-port, and auxiliary end exhaust-ports, of which one is adapted to connect one cylinder admission-port with the cylinder exhaust-port, and the other auxiliary end exhaust-port is adapted to connect the other cylinder admission-port with the cylinder exhaust-port, as set forth.

5. A locomotive-engine having its cylinder provided with cylinder-ports, a manually-controlled valve-seat interposed between a slidevalve and the face to which the cylinder-ports lead, the said valve-seat having a central exhaust-port for register with a cylinder exhaust-port, live-steam-admission ports at thesides of the central exhaust-port, and Lshaped auxiliary end exhaust-ports, and means under the control of the engineer for shifting the said valve-seat from central position into end 3 positions, to admit the live motive agenteither to both ends of the cylinder or to either end only, as set forth.

6. In a locomotive-engine the combination with a cylinder provided with an exhaust-port and two admission-ports, a steam-chest and a slide-valve, ofa valve-seat interposed between the slide-valve and the face to which the cylinder-ports lead, the said valve-seat having an exhaust-port and live-steam-admission ports registering with the corresponding ports of the cylinder when the valve-seat is in the middle or normal position, to allow of using the motive agent in both ends of the cylinder alternately, the said valve-seat being further provided with auxiliary end exhaust-ports, and adapted to be shifted to cause either one of said auxiliary exhaust-ports to connect one of the cylinder admission-ports with the cylinder exhaust-port, the other cylinder admission-port being connected at the same time with one of the valve-seat admission-ports, whereby the motive agent may be admitted to either end of the cylinder only,- as set forth.

In testimony whereofI have signed my name to this specification in the presence of two subscribing witnesses.

MARTIN SCHIIJDE.

Witnesses:

R. B. RORDAM, HENRY SoHorFm'r. 

